joefarmer
MR. Supreme Overlord
- Joined
- Jul 31, 2006
- Messages
- 6,137
That was for sale on DTR about a month back...cummins724 said:Have you guys seen this beast. http://www.smokindiesel.com/picture pages/readersrides3.html
That was for sale on DTR about a month back...cummins724 said:Have you guys seen this beast. http://www.smokindiesel.com/picture pages/readersrides3.html
Do like helping the competition constantly?COMP461 said:All of Greg at ZZ manifolds, are now Steel, or Stainless. The primary reason for a manifold is to give the ability to port the head, the manifold also aids in better distribution. The manifold in the earlier post is the funniest thing I have ever seen, and I’m sorry, worthless, and defiantly a hindrance. An individual runner manifold is a crucial part of resonance tuning of intake track air. The way resonance tuning works is that the manifold is designed to allow the inertia of the air column aids in packing more air in the cylinder..
but the bottom line is that manifold pictures is 10 times to long, and has no taper , meaning the opening at the beginning needs to be bigger, and if anything just a gimmick ,if it was meant to be a individual runner , it failed big time , the 24 valve head runners that are close together are from two different cylinders . Sorry, but it’s true.
here is some of the type manifold that Greg is helping me on for my new Duramax the runners will be trimed to about half the lenght now
joefarmer said:Sweet! How does that comparatively change over the range of valve lift? Is it 45% everywhere?
Jim Fulmer said:You should hit a wall at .500 lift, this is because the head is designed to cool not flow air...12V. I went down this road several years ago and the same guy has another head for the 01' 12V.
Jim
Thanks for posting those... is each flowed at 25" of water?jbarker@banks said:Here are the flow numbers:
Stock w/stock plenum:
lift/cfm: 0.100/73 .150/99 .200/122 .250/135 .300/140 .350/142 .400/143 .450/144 .500/143 .550/144 .600/144
Fully ported, aftermarket (banks) manifold
lift/cfm: .100/81 .150/108 .200/138 .250/161 .300/160 .350/195 .400/206.4 .450/215 .500/221 .550/227 .600/232
COMP461 said:The way resonance tuning works is that the manifold is designed to allow the inertia of the air column aids in packing more air in the cylinder..
QUOTE]
What you are referring to is inertia as in a N/A application, where the mass of air increases in velocity as it converges upon its self. As with the tapered runner venturi effect. When you are dealing with forced induction that does not apply. Top Fuel would have their superchargers sitting on top of tunnel rams, if that were the case. The positive pressure generated by forced induction, greatly overcomes natural atmospheric conditions. The air is already backed up behind the valve, waiting for a way into the engine. It doesn't need to be coaxed into the port. Another IR anomoly is the shockwave transmitted through the airstream as the intake valve slams shut, was learned in the Pro Stock classes, with tunnel rams and quick acting roller cams. This also will not apply to our lower RPM, boosted diesel engines. All the removal of the plenum does is allow access to the ports. Can flow and power be increased with new designs, absolutely. Do we need individual long length tapered runners, I don't think so.
What did it sell for $$$? Why did he sell it?joefarmer said:That was for sale on DTR about a month back...
there is an entire science to intake and exhaust manifold design, and it isnt anywhere near as simple as havin a "funnel" shape to the runners for the intake.
It would take five books and a years time to begin to understand most of the known complexities of modern intake, head and exhaust design, and still we wouldnt know a half of it because we have no way to simulate combustion on the bench
just my .03